Turbine driven locomotive



May 23, 1933. A. LYSHOLM El AL TURBINE DRIVEN LOCOMOTIVE 2 Sheets-Sheet1 Filed July 28, 1928 Q B J Grimm-n May 23, 1933.

A. LYSHOLM El AL TURBINE DRIVEN LOCOMOTIVE Filed July 28, 1928 2Sheets-Sheet 2 7 Lardner/ FAN TURBINE TWPBI/"F con/01min 15 6 2 r fal A9 76 q supp}? HEA TEE; 70 17 78 E/v39? 24 23 3 lNJEcTOR 1 A}: 28 30 3127 52 2 STEAM B Summer s Bu gOdCQ/ (la/101M010, WWW/10mm UtterncgsPatented May 23, 1933 UNITED .STATES PATENT OFFICE ALF LYSHOLM ANDWAHLSTECN', OF STOCKHOLM, SWEDEN,- ASSIGNORS TO AKTIE- BOLAGETLJUNGSTROMS ANGTURBIN, F STOCKHOLM, SWEDEN, A JOINT-STOCK COMPANY OFSWEDEN Application filed July 28, 1928, Serial No. 295,949, and inSweden July 28, 1927.

The present invention relates to turbinedriven locomotives and hasparticular reference to locomotives driven by condensing turbines.

It-is a principal object of the invention to facilitate the operation oflocomotives of the above mentioned type, particularly with respect tothe control of the locomotive auxil iaries such as the draft creatingfans for the locomotive boiler and the fans supplying cooling air to thecondenser. A further object of the invention is to provide animproved'arrangement whereby the main turbine for driving the locomotiveand the turbines driving the principal auXiliariesmay be operated in themost economical manner.

Other and more detailed objects of the invention together with theadvantages to be derived from its use will appear more fully inconnection with the ensuing description of a preferred'form of theinvention as illustrated in the accompanying drawings, in which,

Fig. 1 is a side elevation, partly in section, of a turbine-drivencondensing locomotive embodying the invention,

Figs. 2 to 5 show in cross-section and on a larger scale variouspositions of a control valve, and

Fig. 6 shows diagrammatically the interconnections between the severalturbines and their respective controls. I

In connection with turbine-driven locomotives, it is the usual practiceto employ turloines for driving the several locomotive auxiliaries andit is usually the duty of the fireman to control the several auxiliariesin accordance with the manner in which the locomotive is operated by theengine driver, so asto maintain a suitable steam pressure in thelocomotive boiler at all times. In order to properly control the steampressure the rate of combustion of the fire must be varied and this isefi'ected primarily by adjustment ofthe turbine driving the chimney ordraft been found that because of his other duties fan. The control ofthe condenser is elfected primarily by one or more turbine-driven fanswhich are operated so as to supply more or less cooling air to thecondensing elements of the condenser.

If the turbines operating these two auxiliaries are operatedcontinuously with full steam admission there will obviously be nodifliculty in maintaining the desired steam pressure in the boiler anddesired vacuum in the condenser. Such operation would, however, be veryuneconomical and in order to obtain suitable economy of operation, theseauxiliaries must be related in their operation to the operation of themain turbine. Here- (it tofore the proper operation of these auxiliarieswith relation to operation of the main turbine has been sought to beobtained by proper instruction of the fireman but it has $5 the firemanordinarily does not give sufiiciently close attention to the operationof these auxiliaries to obtain the desired economy.

In accordance with the present invention, elimination of thedifliculties heretofore encountered in the operation of locomotives ofthe character under consideration is obtained by the provision of meanswhereby the turbine driving the condenser and chimney fans may beautomatically controlled in accordance with the operation of the mainturbine. More specifically, the invention consists in the provision ofturbines for driving the above mentioned fans, which turbines areconnected in series so that the steam supplied to the main turbine flowsfirst through the turbines driving the fans. In connection with thisgeneral arrangement, mannally operable control means are provided forsecuring proper operation 'of the turbines driving the auxiliaries underspecial. or unusual circumstances, as will hereinafter more fullyappear.

Referring now more particularly to Fig; 1 90 of the drawings, 1designates the car carrying the locomotive boiler 2 in known manner.

.This car is coupled onto another car 3 carryfrom the superheater 10,through the pipe conduit 11 to the'chimney draft turbine 12 adapted tooperate fans by means of which the exhaust gases are forced out throughthe chimney 13. After the steam has passed through turbine 12, with afall of pressure of a few kilograms, it is conducted further through thepipe conduit 14 to the supply part of the condenser fan turbine 9, whichsupply part is located on the other side of the locomotive, not shown inFig. 1. After the steam has passed through turbine 9, with a furtherfall of pressure of a few kilograms, it is conducted to a steamdistributing box 15 connected with the outlet part of the turbine, fromwhich box the steam passes through one or more conduits 16, 17, 18 tothe main turbine 5 where the remaining fall of pressure of the steam isutilized as energy for the pro pulsion of the locomotive. Through theoutlet conduit 19 of the main turbine 5, the steam enters the condenser4 where it is condensed and returned to the locomotive boiler by meansof the usual condensate and boiler feed pumps (not shown in thedrawings). Thus all steam, which has delivered energy in the mainturbine 5, has first passed both the turbine 12 and the turbine 9. Thedriver controls the main turbine by adjusting the handle 21 and thus themain control valve 22 for the whole system in the drivers cab 20.Consequently, if the main turbine 5 requires more steam, for example,and the handle 21 is adjusted so that the valve 22 is opened for thepassage of a larger amount of steam, the turbine 12 of the chimney fanand the turbine 9. of the condenser fans will automatically receive moresteam. Thus the output of these turbines is increased, which is alsonecessary on an increase of the output of the main turbine, inasmuch asan increased draft in the furnace of the boiler as well as an increasedcooling effect in the condenser will be required. Again, if the driverthrottles the supply of steam to the main turbine by adjusting thehandle 21 and the valve 22 in consequence thereof, the chimney fanturbine 12 as well as the condenser fan turbine 9 will receive lesssteam, which also corresponds to the demand for draft under the boilerand to the cooling effect in the condenser.

Thus the most important auxiliaries of the locomotive will beautomatically controlled simultaneously with the controlling of the mainturbine or turbinesrespectively. However, facilities are required toenable control of the auxiliaries independently of the main turbine, forinstance in starting the fire of the boiler, when a vacuum is to beproduced Within the condenser, during relatively long stops at stationsor on other occasions. Thus the chimney fan 12 should be capable ofbeing driven on various occasions, without the two other turbines beingdriven, and the condenser fan 9 should also be operable at some timeswithout interfering with the operation of the other turbines.

Let it be assumed that it is desired to drive the chimney fan while thetwo other fans are standing still, that is to say, when the valve 22 isclosed. Then the handle 23 is adjusted in the drivers cab 20, so thatthe valve 24 will open the connection between the pipe conduits 25 and26. If this connection is open, the turbine 12 receives saturated steamfrom a steam distributing box 27. The steam escapes in known manner fromthe turbine 12 through the exhaust conduit 14 and through the turbines 9and 5 to the condenser. This steam quantity is so small that theturbines 9 and 5 will not be driven thereby but are only heated. By thisvalve 24 the turbine 12 may also be regulated for a higher output, whenthe other turbines are only driven for a small delivery of energy, inthat further steam is supplied to the turbine in the abovementionedmanner through the conduit 26. By further adjusting the handle 23 thevalve 28 may be shifted in such a manner that steam will be transferreddirectly from ,the conduit 11 to the conduit 14. By this meanssuperheated steam is caused to flow past the turbine 12, whereby thisturbine is run to deliver a smaller output in relation to the two otherturbines, inasmuch as the whole quantity of steam will not then flowthrough in connection with ejector 30 which is driven by means ofsaturated steam conducted from the steam distributing box 27 through thepipe conduit 32 upon shifting of a valve as at 31. When the air ejector30 is started by opening of'the valve 31, steam is also admitted througha branch conduit 33 from the pipe conduit 32 to the turbine 9. As soonas the air ejector 30 is started, the fans driven by the turbine 9 arealso started. After the saturated steam from the conduit 33 has passedthe turbine 9 it then flows through the main turbine 5, but the amountis so small that it passes this turbine without delivering any energytherein except in the form of heat. The fan turbine may thus be startedwithout the main turbine being started. It is required, however, thatthe capacity of the fan turbine 9 shall be capable of increasing to agreater extent than it would in consequence of the amount of steam thatwill flow therethrough on an increase of the capacity of the mainturbine. For this reason means are provided in connection with thehandle 21 in the drivers cab 20, so that the valve 22 will be openedwhen said handle is first adjusted, whereas, when the handle 21 isfurther adjusted, the connecting rod 34 and the rod 35 actuated therebywill open a valve, so that the steam from the steam collector will notbe conducted to the main turbine through one of the pipes only, such aspipe 16, but also, for instance, through the pipe 17. conduit of theturbine 9 is thus decreased, whereby the output of this turbine isincreased.

In case the locomotive is to run over a track so located that thetemperature of the air is subjected to great variations, for examplebetween winter and summer, means are provided for decreasing orincreasing the capacity of the fan turbine 9. In winter time, forinstance, the pipe conduit 18 between the steam distributing box 15 andthe main turbine 5 is closed, whereas this connecting conduit is openduring the summer at a higher temperature. This results in that asmaller back pressure is obtained in the exhaust conduit of the turbine9 during the summer, that is to say, under circumstances when anincreased capacity of the turbine 9 or, more properly stated, of thefans 7 driven by the same, is required to provide for greater quantitiesof cooling air. By this arrangement it will thus always be possible tokeep the con-' denser cooled in such manner that the best vacuum isalways obtained in the same with the least possible consumption ofsteam.

Fig. 2 illustrates a longitudinal section through the valves 24 and 28by means of which the fan turbine 12 may be controlled in addition tothe control resulting from an adjustment of the valve 22. These twovalves 50 are built together in such a manner that the movablecontrolling. parts are arranged on the shaft or rod 23a which is turnedby means of the handle 23. These valves permit operation of the fanturbine at different loads, independently of the load on the otherturbines. Figs. 3, 4 and 5 show diflerent positions of the valves,corresponding to the maxiv mum load, the average load and no load on thechimney fan, and constitute sections on line AA in Fig. 2. In order tooperate the chimney fan at maximum capacity it is necessary that themain conduit 11 be entirely open, and that the additional conduit 26 bealso open, while the by-pass between the pipe conduit 11 and theconnecting conduit 14 is The back pressure in the exhaust closed. Thisposition of the valves is shown in Fig. 3, where the valve is adjustedin the pipe conduit 11 in such a manner that the supply of steam to thevalve corresponds to the opening 40 and its outlet tothe opening 41.Thus the main conduit 11 is open, inasmuch as the steam flows past theclosing part or tongue 42 of the valve, in the direction of the arrow53. The opening 44 is connected to the conduit 14 and is closed in thisposition by the tongue 42 closing the said opening. The additionalconduit 26 which is connected to the flange 48, is open through thevalve 24 (compare Fig. 2) located behind the valve 28 in Fig. 3. In Fig.3 the closing valve body 45 is shown by dotted lines in such a positionthat the steam may pass from the conduit 25 which is connected with theflange 47, to the conduit 26, in the direction of the arrow 46.

Fig. 4 shows the position for the-average load of the fan turbine. Inthis case, the main conduit 11 is still open, but somewhat throttled.The additional conduit 26 connected to the flange 48 is also somewhatthrottled, whereas the bypass between the pipes 11 and 14 is partiallyopen. This position is obtained by turning the shaft 23a through anangle of about 45 from the position shown in Fig. 3. The tongue 42 thushas such a position that the previously described connection between theopenings and 41 is still open in the direction of the arrow 53, but soas to be somewhat throttled. The by-pass to the opening 44 has beenopened, so that steam may flow thereto in the direction of the arrow 49.Moreover, the valve body 45 of the valve 24 has such a position as tocover the inlet 47 a excepting a recess as at 50. Thus the conduits 25and 26 are only connected for the passage of such an amount of steam asis required to drive the chimney fan, in case the valve 22 is entirelyclosed.

Fig. 5 shows the position of the valve when no steam is supplied to thefan turbine. In this case, the connection between the openings 40 and 41is closed by the tongue 42 entirely closing the opening 41. On the otherhand, the connection between the open ings 40 and 44, that is to sayfrom the conduit 11 to the conduit 14, is entirely open, whereby steammay pass in the direction of the arrow 49. Furthermore, the additionalconduit through the valve 24 is closed by the valve body 45 entirelycovering the inlet 47 (1. Consequently, steam that flows through thecondu t 11 will, in case the valve 22 is open, flow past the chimney fanturbine.'

y means of this valve it willthus be possible, if required, to effectchanges in the drive of the chimney fan turbine independently of theother turbines. ,As stated, the object of this valve device is only tofacilitate a control of the exhaust fan turbine independently of theother turbines in starting the fire of the locomotive or on otherspecial occasions.

Generally speaking, the chimney fan turbine will, however, particularlyin driving over a track, be automatically controlled through the driversoperation of the handle 21. Thus the fireman need not constantly thinkof the control of the auxiliary machines in step with the operationeffected by the driver, but has facilities in exceptional cases tocontrol the auxiliaries in such a manner that the most favourableoperation is obtained. Thus a simplified operation of the locomotive isobtained through the present invention. Furthermore, due to thearrangement of the several turbines with respect to steam flowtherethrough and to the operation of the auxiliaries with a relativelylarge amount of steam having a relatively small pressure drop'betweenhigh inlet and exhaust pressures, it is possible to obtain a higherefiiciency of operation than has heretofore been obtained.

What we claim is 1. A locomotive having a high pressure boiler and acondenser, comprising a low pressure condensing turbine for driving thelocomotive, a fan to force cooling air through the condenser, a fan toincrease the chimney draft, a high pressure turbine to drive saidchimney fan, a medium pressure turbine to drive the condenser fan, asuperheater communicatingwith said high pressure boiler, a conduitconnecting said superheater with the inlet of said chimney fan turbine,the exhaust of said chimney fan turbine being connected to the inlet ofsaid condenser fan turbine, the exhaust of said condenser fan turbinebeing connected to the inlet of said low pressure condensing turbine andthe exhaust of said condensing turbine being connected with saidcondenser.

2. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotive,a fan for forcing cooling air through the condenser, a fan forincreasing the chimney draft, a high pressure turbine for driving saidchimney fan, a medium pressure turbine for driving the condenser fan, asuperheater communicating with said high pressure boiler, a conduitconnecting said superheater with the inlet of said chimney fan turbine,the exhaust of said chimney fan turbine being connected to the inlet ofsaid condenser fan turbine, and the exhaust of said condenser fanturbine being connected to the inlet of said low pressure condensingturbine, the exhaust of said condensing turbine being connected withsaid condenser, and valve means in said conduit connecting saidsuperheater with said chimney fan turbine for simultaneously controllingthe power developed by all three of said turbines.-

3. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotiveand having its exhaust connected with said condenser, a fan to increasethe chimney draft, a high pressure turbine for driving said chimney fan,a second fan to force cooling air through said condenser, a mediumpressure turbine for driving said condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of the chimney fan turbine, a second conduitconnecting the exhaust of said chimney fan turbine with the inlet ofsaid condenser fan turbine which has its exhaust connected with theinlet of said low pressure turbine, a by pass connecting the conduitbetween said superheater and said chimney fan turbine with theconduitconnecting said chimney fan turbine with the condenser fanturbine, and valve means in said by-pass.

4. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotiveand having its exhaust connected with said condenser, a fan to increasethe chimney draft, a high pressure turbine for driving said chimney fan,a second fan to force cooling air through said condenser, a mediumpressure turbine for driving said condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of the chimney fan turbine, a second conduitconnecting the exhaust of said chimney fan turbine with the inlet ofsaid condenser fan turbine which has its exhaust connected with theinlet of said low pressure turbine, a bypass connecting the conduitbetween said superheater and said chimney fan turbine with the conduitconnecting said'chimney fan turbine with the condenser fan turbine,valve means in said by-pass, and valve means in said conduit connectingsaid superheater with said chimney fan turbine for simultaneouslycontrolling the power developed by all three of said turbines.

5. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotive,a fan to force cooling air through the condenser, a fan to increase thechimney draft, a high pressure turbine for driving said chimney fan, amedium pressure turbine for driving the condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of said chimney fan turbine, the exhaust ofsaid chimney fan turbine being connected to the inlet of said condenserfan turbine, the exhaust of said condenser fan turbine being connectedto the inlet of said low pressure condensing turbine, and the exhaust ofsaid condensing turbine being connected with said condenser, a conduitconnecting said high pressure boiler with said high pressure chimney fanturbine, and valve means in said last-named conduit.

6. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotive,a fan to force cooling air through the condenser, a fan to increase thechimney draft,'a high pressure turbine for driving said chimney fan, amedium pressure turbine for driving the condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of said chimney fan turbine, the exhaust ofsaid chimney fan turbine being connected to the inlet of said condenserfan turbine, the exhaust of said condenser fan turbine being connectedto the inlet of said low pressure condensing turbine, and the exhaust ofsaid condensing turbine being connected with said condenser, a conduitconnecting said high pressure boiler with said high pressure chimney fanturbine, valve means in said last-named conduit and valve means in saidconduit connecting said superheater with said chimney fan turbine forsimultaneously controlling the power developed by all three of saidturbines.

7. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotiveand having its exhaust connected with said condenser, a fan to increasethe chimney draft, a high pressure turbine for driving said chimney fan,a second fan to force cooling air through said condenser, a

- medium pressure turbine for driving said second fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of the chimney fan turbine, a second conduitconnecting the exhaust of said chimney fan turbine with the inlet ofsaid condenser fan turbine which has its exhaust connected with theinlet of said low pressure turbine, a bypass connecting the conduitbetween said superheater and said chimney fan turbine with the conduitconnecting said chimney fan turbine with the condenser fan turbine,valve means in said by-pass, a conduit connecting said high pressureboiler with said high pressure chimney fan turbine, and valve means insaid last-named conduit.

8. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotiveand having its exhaust connected with said condenser, a fan to increasethe chimney draft, a high pressure turbine for driving said chimney fan,a second fan to force cooling air through said condenser, a mediumpressure turbine for driving said condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the the inlet of the chimney fan turbine, a secondconduit connecting the exhaust of said chimney fan turbine with theinlet of said condenser fan turbine which has its exhaust connected withthe inlet of said low pressure turbine, a by-pass connecting the conduitbetween said superheater and said chimney fan turbine with the conduitconnecting said chimney fan turbine with the condenser fan turbine,valve means in said by-pass, a conduit connecting said high pressureboiler with said high pressure chimney fan turbine, valve means in saidlast-named conduit, and a common operating member to operate both saidvalve means simultaneously.

9. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotive,a fan to force cooling air through the condenser, a fan to increase thechimney draft, a high pressure turbine for driving said chimney fan, amedium pressure turbine for driving the condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of saidchimney fanturbine,the exhaust ofsaid' chimney fan turbine being connected to the inlet of saidcondenserfan turbine, the exhaust of said condenser fan turbine being connectedto the inlet of said low pressure condensing turbine and the exhaust ofsaid condensing turbine being connected with said condenser, a conduitconnecting said high pressure boiler with said condenser fan turbine,and valve means in said last-named conduit.

10. A locomotive having a high pressure boiler and a condenser,comprising a low pressure condensing turbine for driving the locomotive,a fan to force cooling air through the condenser, a fan to increase thechimney draft, a high pressure turbine for driving said chimney fan, amedium pressure turbine for driving the condenser fan, a superheatercommunicating with said high pressure boiler, a conduit connecting saidsuperheater with the inlet of said chimney fan turbine, the exhaust ofsaid chimney fan turbine being connected to the inlet of said condenserfan turbine, the exhaust of said condenser fan turbine being connectedto the inlet of said low pressure condensing turbine, and the exhaust ofsaid condensing turbine being connected with said condenser, valve meansin said conduit connectingsaidsuperheater with said chimney fan turbinefor simultaneously controlling the power developed by all three of saidturbines, a conduit connecting said high pressure boiler with saidcondenser fan turbine, and valve means insaid last-named conduit.

11. An arrangement as claimed in claim 2, wherein a fluid distributingmeans is arranged between the medium pressure condenser fan turbine andthe low pressure condensing turbine, said distributing means beingconnected with the last-named turbine by means of a plurality ofconduits, at least one of which is always open and some of the otherconduits are provided with valve means which are positively connectedwith the main control valve means in the conduit between the superheaterand the chimney fan turbine.

12. A locomotive comprising a steam generator, a super-heater, aplurality of auxiliary turbines including ahigh pressure turbine fordriving a chimney draft fan and an intermediate pressure turbine fordriving a condenser draft fan, a low pressure main turbine for drivingthe locomotive, connections for conducting steam exhausted from the highpressure turbine to the intermediate pressure turbine and from theintermediate pressure turbine to the low pressure turbine and valvedconnections for admitting both superheated steam and saturated steamdirectly to both of said auxiliary turbines.

13. In a locomotive, a steam generator, a superheater, a main turbinefor driving the locomotive, a first auxiliary turbine exhausting to saidmain turbine, a second auxiliary turbine exhausting to said firstauxiliary turbine, means for supplying steam to said second auxiliaryturbine whereby to cause operation of said first auxiliary turbine dueto steam exhausted from said second auxiliary turbine, and valvedconnections for supplying saturated steam and superheated steam directlyto said first auxiliary turbine.

14. In a locomotive, a steam generator, a superheater, a main turbinefor driving the locomotive, a first auxiliary turbine exhausting to saidmain turbine, a second auxiliary turbine exhausting to said firstauxiliary turbine, connections for supplying superheated steam directlyto each of said auxiliary turbines and connections for supplyingsaturated steam to each of said auxiliary turbines.

15. A steam turbine driven locomotive comprising a source of saturatedsteam and a source of superheated steam, a first auxiliary turbine, asecond auxiliary turbine and a main turbine, said turbines beingserially connected with respect to steam flow therethrough and each ofsaid turbines being adapted to carry an independent load, and meansincluding operatively connected valves for supplying both saturatedsteam and superheated steam to said first auxiliary turbine and forby-passing a portion of the superheated steam around said firstauxiliary turbine to said second auxiliary turbine.

16. A steam turbine driven locomotive comprising a source of saturatedsteam and a source of superheated steam, a first auxiliary turbine, asecond auxiliary turbine and a main turbine, said turbines beingserially connected in the order named With respect to steam flowtherethrough, each of said turspecification.

ALF LYSHOLM. oosra "WAHLSTEN.

